Motor-vehicle.



E. P. COWLES.

MOTUR VEHICLE.

APPLICATION FILED APR. 3. 18M.

1,166,440. Patented Jan. 4, 1916.

4 SHEETS-SHEEN I.

E P. COWLES.

MOTOR VEHICLE.

APPLICATION FILED APn.8.1914.

Patented Jan. 4,1916.

4 SHEETS-SHE 3.

E P. COWLES.

MOTOR VEHICLE .wvucnnou men APR" 5, 15m.

Patented Jan. 4, 1916.

4 SHEETS SHEET 4.

UNITED STATES PATENT OFFICE.

EDWARD P. COWLES, 0F SPARTA. MICHIGAN, ASSIGNOB. BY HESNE ASSIGNIEHTS, T0 PACKARD MOTOR CAB COHIPABY; 0F DETROIT, MICHIGAN. A CORPOBATIQN OF MICHIGAN.

HOTOB-VIHJICLE.

W application fled September 6, 1901, Serial In. 74,497. Divided Specification of Letters Patent Patented Jan. 4, 1916.

and application filed August 9,

1912, 10. 714,87. Divided and this application fled April 8, 19i4. Serial No. 8303M.

To all who: it may concern:

Be it known that I, Eowann P. Comm, a citizen of the United States, and a resident of Sparta, Kent county, State of Michigan, have invented certain new and useful Improvements in Motor-Vehicles, of which the following is a specification- This application is a division of my application, Serial No. 714,297, filed August 9 1912, which in turn is a division of my earlier application tiled Se ltcmber 6, 1901, and issued January 21, 1913, atentXo. 1,150,810.

My present invention relates to improvements in motor vehicles and particularly to the starring mechanism of such vehicles.

()nc of the objects of the invention is to provide a steering mechanism of high precision adapted to work with extreme sensitiveucss aml automatically locking when the vehicle running in proximity with a straight line 'ith this and other objects inview. the

invention mmsists in the mnstruction and armugemcnt of parts (lescrilxal in the following specification. reference being had to the accompanying drawings, in which:

Figure l is a Sltlt elevation of a vehicle embodying my invention, parts being shown in section and :5 parthroken away; Fig. 2 is a view of the front end of said vehicle. partly broken away; Fig. 2 is a vertical section through the bearing for the steering shaft; Fig. 2" is a detail section on the line .r-.r of 2; Fig. 3 is a horizontal section through the central portion of the front axle, showing the' cams for operating the rorls which are,attacheil tothe steering wheels: Fig.- lis a section on the line aa of Fig, 3; Fig. 5 is a vertical szctional view through a portion of the steering shaft; Fig. 6 is a crmsection on the line aa of Fig. 5: Fig. 7 is a view showing a portion of the scoring lever in side elevation and longitudinal section illustrating the devices for shortening and lengthening the lever; F g. 8 is a section on the line H of Fig. 7. Fig. 9 is a section on the line b--b of Fig. 7. 1'

Like parts are identified by the same referenee numerals throughout the several news.

One e sential feature of an ellicient motorvehicle steering mechanism is that, there shall be no lost motion between the parts thereof and that the slightest movement of single tube of large diameter. This also has the died of giving the front axle a more symmetrical appearance as the rods, levers, etc. usually exposed are concealed- I have shown in Fig. 3 one form of mechanism for connecting the controlling device with the steering wheels, this mechanism comprising rods 3-! which are attached to the wheel spindles, shown in my Patent No; 1150. 10. and to a plate 3S pivotally mountccl at 46. The operating devices of the steering mechanism include-the plate 38 and a double mm 37 pivoted at 39 and cooperating with the plate 38. The cam 37 and plate 38 are arranged between the upper and lower halves of a dust-proof casing 36 which is firmly clamped to the axle tube 10, refcmbly at its center and extends forwar and rearward therefrom. The axle tube 10 is provided with suitable slots 42 to permit of th pamge of the parts 37. 38..

Double cam 3T-is substantially of the form of a T, the central arm of which is connected to the ball 39 forming the pivotal mounting of'saifl ra-m,a1nl has suitable free plates at its end. between which are mounted rollers 44. H. This construction is for the purpose of allowingthe arms of ram plate 38 to pmo thmugh as said plate swing on its pivot and to-give the pivot a hearing within the casing 36. These rollers 44,

ll" extend through slots or forks 46, 46 formed in ram plate 38. Rollers 44, H; are

preferably placed so that lines mnnectingrthcir centers with the center or als'is of pivot 39 would form alittle more than a right angle with a line connecting the centers of said rollers and the axis of pivot- 40. In

other worrls the contrallines of slots46, 45?

are tnngcnt to a circle described by the sen tersof rollers -l-l ,H"in moving about pivot Itwill he seen that rollers -l-l-, .44

alteniatelyvon cztm-pla'teBS. -That onoroller moves into engagement with=itrcspcctive slot in the cam plate 38 the other does not peroeptibly impede of said rollers moves out of engagement with said plate. It is also obvious that from the central position of the parts 37, 38, which are the positions occupied by said parts during movement of the vehicle in a straight line, the initial movement of cam plate 38 with respect to the movement of double cam 37 either way is very slow owing to the tangential direction of slots 46, 46' with to circle described by rollers 44, 44'. is movement can be varied from zero to any degree, by placing the centers of rollers, 4-1, 44 more or les in advance of tangential position, also by varying direction of slots 46, 46 or by making them curved instead of straight.

above to the relation of parts 37, 38 escribed it will be seen that cam plate 33 ha little or no power to move the cam 37 when the parts are in their-normal 'tions and this inability is augmented r (1 increased by the large diameter of pivot 39, so that rollers 44, 44' must advance some distance in slots 46, 46' before cam plate 38 -can overcome the friction of said pivot. In

operating the steering device power applied to the weer-mg lever has such a great leverage on the pivot 39 that the friction thereof the operation. When, however, power. is applied through the rods 34, 34', and (aim plate 38, to reverse their movement, the fi'iction of pivot 39 has such a great leverage on the power that it is absorbed and neutralized, and as the power applied to rods 34, 34' is increased the friction on pivot 39 is proportionately increased, because such power acts to directly force the pivot 39 against its seat, making a positive dead lock, when operating in said central 'tion. It is obvious therefore that any orce acting on cam plate 38 through rods 3%, 34 and steering knuckles, such as the steering wheels striking obstructions, ruts, etc, will have no efi'ect to turn double cam 37 and therefore the steering mechanism is practically automatically locked when the vehicle is moving in approximately a straight line. When turning curves and the like, the drivers attention is fixed, and the grip on steering lever firm, and locking further than this is not desired.

Double cam 37 is rotated back and forth to rate the steering knuckles by a vertical sha 49. which is connected at its lower end to the ball 39 forming the pivotal mounting of the cam 37. To accommodate the lateral sway of the body of the vehicle into which the upper end of the shaft 49 extends, and the vertical twisting of front axle 10, consequent-from running over uneven ground, the shaft 49 has the above described ball and socket joint 39 with casing 36, which permits the Shaft to Swing laterally. The cross plates of the cam 37 between which the rollers 44. 44 are mounted are further apart and said rollers are longer than is required to allow cam plate 38 to pom through, which permits said cam 37 to rock vertically with ball 39, and shaft 49, rollers 44, 44'. sliding through slots 46, 46'. Double cam 37, however, can have a permanent bearing in casing 36, and shaft 49 be flexibly jointed to it. An oblong box 50, extending up from casing 36, is provided with a bearing 59 in which the shaft 49 turns, this hearing being slidable laterally in the upper end of the box 50, and fitting the front and rear walls of the box so as to prevent the shaft 49 from swinging forward and backward with respect to the axle 10. The upper end of the shaft 45) has an extension, which will be presently described, and this extension has a bearing in the vehicle body and therefore prevents the axle 10 from turning about its own axis, or, in other words, maintains the shaft 49 in an upright position. The casing 36, can, however, have a rear extension connected to a crossbar between the reaches to prevent the axle 10, from turning and in such construction the oblong box 50, would be dispensed with. To accommodate the vertical play of body with respect to axle 10, shaft 49 is made extensible, one portion 51 being tubular, the other 52 sliding into, or telescoping with it, said parts being prevented from rotating with respect to each other, by slots and pins or feathers (See Figs. 5 and 6). The vertical play of the body is constant and if there were only one or two pins or feathers, as is the custom in constructing extensible shafts, they would quickly wear, and cause much lost motion. To overcome this difiiculty I form teeth entirely around the member 52 like pinior wire and on the inside of tube 51 form a corresponding number of teeth to engage those of the member 52, said teeth being of considerable length- That is, in the embodiment of my invention herein illustrated the member 52 has 16 teeth each one-eighth inardeep. and the member 51 has teeth six inches long, so there are always in contact twelve square inches of wearing surface, notwithstanding the restricted space- This makes the steering shaft, as regards rotation. practically a solid shaft. and in regard to wear practically indestructible. A light metal tube 53 attached to the upper end of the member 52 has a close sliding fit on member 51 and excludes dust.

The upper end of the shaft 49 has a ball and socket connection 55 (Fig. 2) with the foot plate 56 of the body of the vehicle. As hereinbefore stated, I preferably place this shaft and casing 36 at a point midway f the length of the axle in order to give a more symmetrical appearance, but it is generally preferred to have the steering lever 57 placed to the right of the center. I pref erably make connections for this effect by means of two parallel links 58, 58, Figs. 2 and 2", connecting the diametrically opposite arms 59. 59' and 60. 60', respectively on shaft -19, and steering lever 57. It is not desirable to swing the steering lever more than 60 or 70 while double com 37 swings 130. I accomplish this by making arms 60, 60', on the steering lever correspondingly longer than arms 59, 59', on the shaft 49. It will be observed that this link connection removes all thrust from the bearings of the lever .57 and shaft 49 in the vehicle body and practically doubles the length of arms 59, 60, largely eliminating wear and lost motion.

My present invention is specially adapted for use in connection with the driving mechanism shown in my Patent- Ko. 654.716, dated July 31, 1900. Referring to that patent it will be seen that the steering lever, besides its function of turning the front wheels to guide the machine by a lateral swing in a horizontal plane, like the tiller, of a boat. serves also to control the speed of, stop, or reverse the motor, etc., by a back and forward swing in a vertical plane. This double function is accomplished in the present instance by providing a mounting of peculiar construction for the steering lever. This lever 57. as shown in Figs. 2 and 2", is journaled in two bearings 62. 62 on opposite sides of a ring 63, which has two diani etrically opposite trunnions 6L 64. the axes of which extend at right angles to the center line of the bearings 62, 62. These trunnions have bearings in a piece 65 firmly secured to the foot plate 56 of the vehicle body. A link extending down from the ring 63 connects the steering lever with a rod 6?, leading to the motor controlling mechanism 68. A universal joint 69 arranged between the bearings 62, 62', and concentric with trunnions 64, 64'. and said bearings connect andcommunicate the to tary motion of lever 57 to arms 60. 60', which are kept horizontal by their hub 70, revolving between guides 71, on plate 65. In this manner steering lever 57 is free to swing back and forward in a vertical plane, While its rotary motion is communicated to arms 60, 60' and the two functions do not interfere with each other.

It is desirable to have the arm by which the movements of the steering lever are con trolled extensible and especially so in this case Where it has considerable motion to and from the operator. Referring particularly to Fig 1. 3', 8 and 9, it will be seen that I nct omplisb this end by constructing the arm in two parts. part being a tube which is connected to the lever 57 and having. prefer ably, a. series of ring teeth 73 on its inner surface like rock teeth For convenience in construction these teeth 73 may be spirally formed as shown. Said teeth are cut away of the thread form longitudinally-extending ribs which can, when properly adjusted, slide freely in the slots 74, and when the parts 72, T5, are adjusted to bring the ribs 76 in alinement with the slots Tl, tbe,part slides or telescopes in and out of part 72, and when turned in either direction said parts are locked together at any longitudinal adjustment. The art 75 of the steering arm may be hollon' and within a chamber formed at the inner end thereof, is provided with a plug 77 haying feathers fitting into the slots 74, and permitting the plug to slide freely longitudinally of the part 72 but preventing it from rotating in the tube 72. The plug is rotably mounted in the part 75 and coiled spring 78 connects the two and acts to turn part 75 back to its normal position of en gement with the tubular part 72 when eased after being unlocked by rotating it in said part 72. That is, when the opemtors hand is removed from handle 79 it, through the part 75, is locked to part '52 automatically. Preferably I make handle 79 in the form of a short cylinder extending at right angles to the part 75 of the steering arm. The end of 75 'Mattened and attached to handle 79 at its center, the flattened portion 80 paing between the first or second and third fingers when grasping the handle. This makes a very light. and neat appearing handle and one on which a firm and secure grip of the hand can be had. Preferably I arrange it so that its normal position is horizontal and by turning it into perpendicular position it disengages the parts 75, 72. It will be observed that, this steering arm has the important advantage that it canbe shortened or lengthened without disturbing the grip of the steering hand or interfering 1th its funcs (ion of steering, and does notrequire the use of the operators other hand to loosen dr fasten any part.

It will be seen that besides minor advantages. there are two very important. ones gained by this improved steering mechanism. 1st. A very sensitve movement for all ma: neuvering required in stmight forward running, the steeringarm having a considerable swing for a slight movement of the wheels. and increasing rapidly toward extreme movement, enabling the operator to handle the machine with extreme delicacy and precison at very high speed. At the same time the general or complete movement is very prompt and quick. 2nd. Automatically locking for all uumeuverlng required in straight forward running, making it safe to remove the hand from the steering arm at such times.

Having thus described my invention, what I claim is:

1. In a motor vehicle. the combination with an axle, steering wheels supported at the ends of the axle, and means for adjusting said wheels. of a shaft mounted in suit able bearings having movement relatively to the axle and vehicle bod said shaft be ing connected with said adjusting means and adapted to accommodate both the lateral movement of the bod and vertical motion of the axle.

2- In a motor vehicle. the combination of an axle, steering wheels supported at the ends of the axle. adjusting devices extendin inwardly from said wheels, and vertica 5 arranged actuating shaft connected to said devices. said shaft consisting of two telescoping members one of which is mount- ((1 in a bearing having movement on the vehicle body and the other of which is mounted in a bearing having movement relatively to the axle.

3. In a motor vehicle. the combination with an axle. steering wheels mounted at the ends of the axles. a vertical actuating shaft having its ends mounted in bearings movable relatively to the axle and vehicle body,

rely. said shaft consisting of two freely telacoping sections, one having a plurality of longitudinal ribs and the other a corresponding series of longitudinally extending grooves into which the ribs on the first said member extend. connections be tween the lower end of the said shaft and the steering wheels, and a steering lever connected with said shaft.

4- In a motor vehicle. the combination of an axle, steering wheels mounted at the ends of the axle. devices for adjusting said steering wheels to control the direction of movement of the vehicle. a steering lever, and a shaft between and connected to both said wheel adju ting devices and the steer ing lever. said shaft being connected to both the running gear and vehicle body by ball and socket joints.

5- In a motor vehicle. the combination with steering wheels. adjusting devices therefor mounted on the running gear of the vehicle. a steering lever mounted in the body of the vehicle. a shaft arranged between and connected to both said ecririg lever and wheel adjusting devices, and consisting of two freely telescoping parts. and a sleeve arranged about the telea'opic connection between said shaft members to exclude dust from said joint 6. In a motor vehicle. the combination with motor mechanism for propelling the vehicle and devices for steering the same. of a ring-like support having diametrically opposite trunnions mounted in hearings on the vehicle to rock about. a horizontal axis. a lever connected with said ringlike support by a universal joint, whereby it is adapted to rotate about a vertical axis independent of its movement with said support about a horizontal support, connections between said lever and the steering devices, and an arm connected to said support opposite the lever and connected to the devices for controlling the motor mechanism.

7. In a motor vehicle. the combination with motor mechanism for propelling the vehicle. and devices for steering the vehicle, of a ring-like support hanng diametrically opposite horizontal trunnions mounted in bearings on the vehicle body. a lever extending through a vertically arranged guide and into alined socket on said support between said trunnions and adapted to be rotated about a vertical axis independent of its movement with said support. connections between the lever and steering devices, and connections between the lever supportand the motor controllin devices 8. In a motor ve iele, the combination with a steering lever. of an arm connected with said lever consisting of two telescopicallv connected sections. one of said sections having a series of threads formed therein and having a longitudinally extending groove intersecting said threads, and the other section having a tongue or lug adapted to normally engage a thread on the first Slld section to lock said parts together and adapted to be adjusted into alinement with said longitudinal groove in the first said member to permit the sections to be adjusted relatively to each other to vary the length of the steering arm.

9. In a motor vehicle. the combination with a steering lever. of an arm having a relatively stationary section connected with said lever. and provided with an internally threaded socket at its inner end, the threads in said socket being interrupted by a longitudinally extending grooveextending into said socket and rotatable axially therein. said handle section having a radial projection adapted to alternately engage with the thread of the socketmember or aline with the longitudinal groove therein as said handle member is rotated. and a spring for normally maintaining mid pro jection in engagement with said threadlfl. In a motor vehicle, the combination with a steering lever. of an arm consistin of two telescoping sections. one of which is connected to said lever. said sections be ing provided with mutually engaging means adapted to lock said sections together at difierent points to vary the length of the arm and adapted to be disengaged by rotating one of the sections 11. ln a motor vehicle, the combination with a steering.-lever, of an arm having a mcmhvr ('fiflllri'imi m the flooring lever and prm ilil\| ith' an imvrnaily thn-zuhwi socket. thi- IIH'lJIiI in :li'i HN'kl't living interrupted by inngiiudinaily (*Xlthliihfl groin-v. a ham-H1 nu-mlwr inning uni: lllli vxlcmiing inio saiii win-l and prnvirhwi with :1 lug zulziph-ii In t'l) ':l the Kim-ad thcninfa supph-mcmal lug pirolaily rnnncrtml In said handle mcmiwr :nnl (Sh-mung in!" Rliil grom'rin [he snvkrt mvmhi-r. and a mailed spring rnnru-cting said su plvmvnlal lug and said handlc remix-r.

1;. In a momr whirlc. 1hr combination with a Stliliil: h-n'r. of an arm ronnevtcd at ullc will to said h-vvr and having at its nthcr cm! a tramwi-rw ylimh'imi hannllv. the body of said arm imuu-iliau-ly in front of mid hmnilv bring rmhiccd in width to priu'irie a thin portion which extends be- 'twmn the fingers of the operator's hand when grasping the handle.

13. In a motor vehicle. the combination of a Stu-ring 113 ft. a pair of oppositely-projm'ting arms thenmn. devicvs connecting said shaft with the tccring wheels a steering h-vcr. a universal joint connecting said lm'cr with tho which bod a pair of opposilely-projecting arms upon said lever. and hankronm-cring the arms upon the shaft with (he arms upon the lever.

In tmtimun) whereof. I afiix my signature in prvscnco of two witnesses ED\Y-\RD P. CUWLES.

A. H. (maxing H. II.

Correction in Letters Patent No. 1,166,440.

4, 1916, upon the application [if [Grimm] P. ('nwivs, of Spnrtn, NIH-hignn, for an I improvement in ".\1utni=\whit-Rm," nu error appears in the printed specification requiring currcctiun as fuiluws; lngt: I, lino, HI], nfti-r tin word firsl insert llm i 'lw'tifi mu/ .m'uml: am] tlmt ihc said Letters Patent would be rend with this I correction therein that the mine may conform to the record of the case in the Patent Qffice.

Signed and sealed this ht day of l ubrunry, A. D., 1916.

[SEAL] J. T. NEWTON,

Acting Commissioner of Puienta. Cl. 21J0 It is hereby certified thul in Letters Patent No. 1,166,440, granted January 

